WO2013136417A1

WO2013136417A1 - Generation control apparatus for hybrid vehicle

Info

Publication number: WO2013136417A1
Application number: PCT/JP2012/056299
Authority: WO
Inventors: 高橋　知也; 敬朗田中; 満弘田畑
Original assignee: トヨタ自動車株式会社
Priority date: 2012-03-12
Filing date: 2012-03-12
Publication date: 2013-09-19
Also published as: EP2826654A4; CN104169117B; JPWO2013136417A1; CN104169117A; EP2826654A1; JP5796675B2

Abstract

This generation control apparatus is applied to a vehicle (1A) in which an output shaft (2a) of an internal combustion engine (2) is connected to a rotor shaft (3a) of an MG (3) via a second clutch (21) and in which the rotor shaft (3a) is connected to an input shaft (11) of a transmission (10) via a manual first clutch (20). A vehicle control apparatus (30) prompts the driver, via an indicator device (40), to move a shift lever (13) to a neutral position when the level of a battery (4) is not more than a determination value, when the transmission (10) is in a state other than the neutral state with the vehicle speed not more than a determination speed, and when the first clutch (20) is in a state other than a disengaged state.

Description

Power generation control device for hybrid vehicle

The present invention is a power generation applied to a hybrid vehicle in which an internal combustion engine and a motor / generator are mounted as a driving source for traveling, and a manual transmission is provided in a power transmission path between the traveling driving source and driving wheels. The present invention relates to a control device.

2. Description of the Related Art Hybrid vehicles are known in which an internal combustion engine and a motor / generator are mounted as driving sources for driving, and the power of these driving sources is transmitted to driving wheels via a manual transmission. For example, the rotation shaft of the motor / generator is connected to the input shaft of the manual transmission via a manual clutch operated by a clutch pedal, and the output shaft of the internal combustion engine is connected to the rotation shaft via an automatic clutch. A hybrid vehicle is known (see Patent Document 1). In addition, there is Patent Document 2 as a prior art document related to the present invention.

JP 2011-183847 A JP 2010-125926 A

In the vehicle of Patent Document 1, when the vehicle is driven by a motor / generator, the automatic clutch is released. In this case, since the internal combustion engine is disconnected from the manual transmission, the driver may stop the vehicle with the gear of the manual transmission on or drive the vehicle at a low speed. Generally, in a hybrid vehicle, when the remaining amount of the battery decreases when the vehicle is stopped, the motor / generator is driven by the internal combustion engine, thereby generating electric power and charging the battery. In the vehicle of Patent Document 1, there is a possibility that the vehicle is stopped with the gear of the manual transmission being put on as described above. In this case, since the motor / generator and the drive wheels are connected, the motor / generator cannot be driven by the internal combustion engine. If a generator such as an alternator is provided in the internal combustion engine separately from the motor / generator and the battery is charged by the generator, the cost increases.

Therefore, an object of the present invention is to provide a power generation control device for a hybrid vehicle that can prompt the driver to operate the vehicle appropriately when the battery needs to be charged.

In the power generation control device of the present invention, an electric motor and a motor / generator functioning as a power generator and an internal combustion engine are mounted as a driving source for travel, and the input of the power of the internal combustion engine and the power of the motor / generator is transmitted. A shaft, an output shaft connected to the drive wheels so as to be able to transmit power, and a plurality of gear stages that are interposed between the input shaft and the output shaft and set different gear ratios, The gear stage used for rotation transmission between the input shaft and the output shaft can be changed by operation of a shift lever, and the state is switched to a neutral state in which power transmission between the input shaft and the output shaft is interrupted. A manual transmission that is possible, a clutch that is provided in a power transmission path between the internal combustion engine and the input shaft of the manual transmission, and that operates by depressing a clutch pedal; In a power generation control device applied to a hybrid vehicle including a battery electrically connected to an generator, the remaining amount of the battery is equal to or less than a predetermined determination value, and the speed of the vehicle is equal to or less than a predetermined determination speed. And when at least one of the internal combustion engine and the motor / generator and the drive wheel are connected so as to be able to transmit power, between the internal combustion engine, the motor / generator, and the drive wheel. Notification means for prompting the driver to operate at least one of the shift lever and the clutch pedal is provided so that power transmission is interrupted.

When at least one of the internal combustion engine and the motor / generator and the drive wheel are connected so as to be able to transmit power, the power is transmitted to the drive wheel when the internal combustion engine tries to drive the motor / generator. For this reason, it is not possible to generate power with a motor / generator. In the present invention, in such a case, the notification means prompts the driver to operate at least one of the shift lever and the clutch pedal. Therefore, when the battery needs to be charged, it is possible to prompt the driver to operate the vehicle appropriately. When the driver operates the shift lever or the clutch pedal, the power transmission between the internal combustion engine and the motor / generator and the drive wheels is interrupted, so that the motor / generator can be driven by the internal combustion engine. Therefore, electricity can be generated by the motor / generator and the battery can be charged. Moreover, according to this invention, the opportunity to generate electric power at the time of a stop can be increased. Furthermore, according to the present invention, it is not necessary to provide a generator such as an alternator separately from the motor / generator. Therefore, an increase in cost can be avoided.

In one form of the power generation control device of the present invention, the output shaft of the internal combustion engine is connected to the rotating shaft of the motor / generator, and the rotating shaft of the motor / generator is connected to the input shaft of the manual transmission via the clutch. And the notification means is configured such that the remaining amount of the battery is equal to or less than a predetermined determination value, the speed of the vehicle is equal to or less than a predetermined determination speed, and at least one of the internal combustion engine and the motor / generator And the drive wheel are connected so as to be able to transmit power, the manual transmission is switched to the neutral state, the shift lever is operated, and the clutch is connected to the rotation shaft of the motor / generator and the input of the manual transmission. At least one of the operations of the clutch pedal is switched to a shut-off state in which power transmission to the shaft is cut off. You may be prompted for the rolling person. When the driver performs any one of these operations, power transmission between the internal combustion engine, the motor / generator, and the drive wheels can be cut off. Therefore, it is possible to generate power with a motor / generator.

In one form of the power generation control device of the present invention, the rotation shaft of the motor / generator is connected to the input shaft of the manual transmission, and the output shaft of the internal combustion engine is connected to the rotation shaft of the motor / generator via the clutch. And the notification means is configured such that the remaining amount of the battery is not more than a predetermined determination value, the speed of the vehicle is not more than a predetermined determination speed, and at least one of the internal combustion engine and the motor generator When the drive wheel is connected so as to be able to transmit power, the manual transmission may prompt the driver to operate the shift lever for switching to the neutral state. When the driver operates the shift lever, power transmission between the internal combustion engine and the motor / generator and the drive wheels can be cut off. Therefore, it is possible to generate power with a motor / generator.

The figure which shows schematically the principal part of the vehicle incorporating the power generation control apparatus which concerns on the 1st form of this invention. The figure which shows the shift pattern of a transmission. The flowchart which shows the electric power generation control routine which a vehicle control apparatus performs. The figure which shows schematically the principal part of the vehicle incorporating the power generation control apparatus which concerns on the 2nd form of this invention.

(First form)
FIG. 1 schematically shows a main part of a vehicle in which a power generation control device according to a first embodiment of the present invention is incorporated. The vehicle 1A includes an internal combustion engine (hereinafter sometimes referred to as an engine) 2 and a motor / generator (hereinafter sometimes abbreviated as MG) 3 as driving sources for traveling. That is, the vehicle 1A is configured as a hybrid vehicle. The engine 2 is a known spark ignition type internal combustion engine mounted on a hybrid vehicle. The MG 3 is a well-known motor generator that is mounted on a hybrid vehicle and functions as an electric motor and a generator. The MG 3 includes a rotor shaft 3a as a rotation shaft. The MG 3 is electrically connected to the battery 5 via the inverter 4.

Further, the transmission 10 is mounted on the vehicle 1A. The transmission 10 is configured as a manual transmission having first to fifth forward speeds and reverse gears. The transmission 10 includes an input shaft 11 and an output shaft 12. Between the input shaft 11 and the output shaft 12, a gear pair (not shown) corresponding to the first to fifth gears is provided. Different gear ratios are set for each gear pair. The gear ratio is smaller in the order of the first gear pair, the second gear pair, the third gear pair, the fourth gear pair, and the fifth gear pair. The transmission 10 is configured such that rotation transmission by any one of these gear pairs is selectively established. The transmission 10 includes a shift lever 13 that is operated by a driver. FIG. 2 shows a shift pattern SP of the transmission 10. The driver operates the shift lever 13 according to the shift pattern SP. Thereby, the gear pair used for rotation transmission between the input shaft 11 and the output shaft 12 is switched, and the gear stage is switched. Further, the transmission 10 is configured to be switchable to a neutral state in which the rotation transmission between the input shaft 11 and the output shaft 12 is blocked. The transmission 10 switches to the neutral state when the shift lever 13 is operated to the neutral position N. The structure of the transmission 10 is the same as that of a known manual transmission mounted on a vehicle. Therefore, detailed description is omitted.

As shown in FIG. 1, the input shaft 11 of the transmission 10 is connected to the rotor shaft 3a of the MG 3 via the first clutch 20. The first clutch 20 is a known friction clutch. The first clutch 20 is configured to be switchable between a completely engaged state in which the input shaft 11 and the rotor shaft 3a rotate integrally and a released state in which the input shaft 11 and the rotor shaft 3a are disconnected. The first clutch 20 is switched to a half-clutch engagement state (hereinafter abbreviated as a half-clutch) in which power is transmitted between the rotor shaft 3a and the input shaft 11 while rotating at different rotational speeds. You can also. The first clutch 20 is operated by the clutch pedal CP. The first clutch 20 switches to a released state when the clutch pedal CP is depressed, and switches to a fully engaged state when the depression of the clutch pedal CP is released. When the clutch pedal CP is depressed halfway, the first clutch 20 is switched to the half clutch. The relationship between the clutch pedal CP and the state of the first clutch 20 is the same as that of a well-known manual clutch. Therefore, detailed description is omitted. The first clutch 20 corresponds to the clutch of the present invention.

The rotor shaft 3a of the MG 3 is connected to the output shaft 2a of the engine 2 via the second clutch 21. The second clutch 21 is also a known friction clutch. The second clutch 21 is configured to be switchable between an engaged state in which the output shaft 2a and the rotor shaft 3a rotate integrally and a released state in which the output shaft 2a and the rotor shaft 3a are disconnected. The second clutch 21 is provided with an actuator 21 a for switching the state of the second clutch 21. Thus, the second clutch 21 is configured as an automatic clutch.

The output shaft 12 of the transmission 10 is connected to the differential mechanism 6. The differential mechanism 6 is a well-known mechanism that distributes input power to the left and right drive wheels 7. In this figure, only one drive wheel 7 is shown.

The operations of the engine 2, the MG 3 and the second clutch 21 are controlled by the vehicle control device 30. The vehicle control device 30 is configured as a computer unit including a microprocessor and peripheral devices such as RAM and ROM necessary for its operation. The vehicle control device 30 holds various control programs for appropriately driving the vehicle 1A. The vehicle control device 30 executes control of the control objects such as the engine 2 and the MG 3 by executing these programs. Note that the vehicle control device 30 controls the operation of the MG 3 by controlling the inverter 4. Various sensors for acquiring information related to the vehicle 1 </ b> A are connected to the vehicle control device 30. For example, a vehicle speed sensor 31, a charge state sensor (SOC sensor) 32, a clutch release sensor 33, a neutral sensor 34, and the like are connected to the vehicle control device 30. The vehicle speed sensor 31 outputs a signal corresponding to the speed (vehicle speed) of the vehicle 1A. The SOC sensor 32 outputs a signal corresponding to the remaining amount of the battery 5. The clutch release sensor 33 outputs a signal when the clutch pedal CP is depressed to a predetermined position where the first clutch 20 is switched to the released state. On the other hand, the clutch release sensor 33 stops outputting the signal when the clutch pedal CP is not depressed to a predetermined position. The neutral sensor 34 outputs a signal when the shift lever 13 is in the neutral position N. On the other hand, when the shift lever 13 is at a position other than the neutral position N, the neutral sensor 34 stops outputting signals. In addition to this, various sensors are connected to the vehicle control device 30, but they are not shown.

As shown in FIG. 1, the vehicle 1A is provided with a notification device 40 for notifying the driver of information and warnings. As the notification device 40, for example, at least one of a monitor, a speaker, and a lamp is provided. This notification device 40 is also connected to the vehicle control device 30.

The vehicle control device 30 determines that the battery 5 needs to be charged when the remaining amount of the battery 5 falls below a predetermined determination value. In this case, the vehicle control device 30 causes the MG 3 to function as a generator. And the vehicle control apparatus 30 switches the 2nd clutch 21 to an engagement state, and connects the engine 2 and MG3. Thereafter, the vehicle control device 30 drives the MG 3 with the engine 2 and charges the battery 5 with the electricity generated thereby. When the accelerator pedal is depressed at this time, the vehicle control device 30 adjusts the output of the engine 2 so that the driving wheels 7 are driven with the driving force requested by the driver. Hereinafter, these controls are referred to as power generation control.

In the vehicle 1A, when such power generation control is executed while the vehicle is stopped, the transmission 10 is in a neutral state or the first clutch 20 so that the power of the engine 2 and the power of the MG 3 are not transmitted to the drive wheels 7. Must be in a released state. However, the vehicle control device 30 cannot control the transmission 10 and the first clutch 20. Therefore, the vehicle control device 30 issues a notification from the notification device 40 so as to operate at least one of the transmission 10 and the first clutch 20 to the driver. And the vehicle control apparatus 30 performs the electric power generation control mentioned above, when the transmission 10 will be in a neutral state, or the 1st clutch 20 will be in a releasing state.

FIG. 3 shows a power generation control routine executed by the vehicle control device 30 to perform the power generation control described above. This control routine is repeatedly executed at a predetermined cycle regardless of the traveling state of the vehicle 1A. Further, this control routine is executed in parallel with other routines executed by the vehicle control device 30.

In this control routine, the vehicle control device 30 first acquires the traveling state of the vehicle 1A in step S11. As the traveling state of the vehicle 1A, for example, the vehicle speed, the remaining amount of the battery 5, and the like are acquired. In subsequent step S12, the vehicle control device 30 determines whether or not the remaining amount of the battery 5 is low. The vehicle control device 30 determines that the remaining amount of the battery 5 is low when the remaining amount of the battery 5 is equal to or less than the determination value as described above. Note that the determination value may be appropriately set according to the size of the battery 5 and the like. When it determines with the remaining amount of the battery 5 being high, it progresses to step S13 and the vehicle control apparatus 30 stops the electric power generation control mentioned above. In addition, after the power generation control is stopped, the engine 2, the MG 3 and the second clutch 21 are appropriately controlled according to the accelerator opening and the like. Thereafter, the current control routine is terminated.

On the other hand, when it is determined that the remaining amount of the battery 5 is low, the process proceeds to step S14, and the vehicle control device 30 determines whether or not the vehicle speed is equal to or lower than a predetermined determination speed. This determination speed is set as a reference for determining whether or not the driving wheel 7 needs to be driven by the engine 2 or MG3. For example, several kilometers per hour is set as the determination speed. When it is determined that the vehicle speed is equal to or lower than the determination speed, the process proceeds to step S15, and the vehicle control device 30 determines whether or not the vehicle 1 is in a state where the engine 2 can drive the MG 3 to generate power. As described above, if the power of the engine 2 and the power of the MG 3 are transmitted to the drive wheels 7 when the vehicle is stopped, the MG 3 cannot generate power. Therefore, the vehicle control device 30 determines that power generation is possible when the transmission 10 is in the neutral state or when the first clutch 20 is in the released state. Therefore, when the transmission 10 is in a state other than the neutral state and the first clutch 20 is in the fully engaged state or the half clutch, it is determined that the power generation is impossible. This determination may be made based on the output signal of the clutch release sensor 33 and the output signal of the neutral sensor 34, for example.

If it is determined that power generation is not possible, the process proceeds to step S16, and the vehicle control device 30 executes notification processing. In this notification process, the notification device 40 notifies the driver to move the shift lever 13 to the neutral position. Specifically, for example, when a monitor is provided as the notification device 40, a message “Please move the shift lever to the neutral position” is displayed on the monitor. When a speaker is provided as the notification device 40, the above message is notified by voice. Moreover, you may notify with a notification sound instead of a message. When a lamp is provided as the notification device 40, the lamp is turned on to notify the driver. Then, it returns to step S14. Note that the vehicle control device 30 and the notification device 40 correspond to the notification means of the present invention by notifying the driver in this way.

If step S14 is negatively determined or if step S15 is positively determined, the process proceeds to step S17, and the vehicle control device 30 stops the notification process. In the next step S18, the vehicle control device 30 executes power generation control. Thereafter, the current control routine is terminated.

As described above, in the first embodiment, when the remaining amount of the battery 5 is equal to or less than the determination value and the vehicle speed is equal to or less than the determination speed, the transmission 10 is in a state other than the neutral state, and the first When the clutch 20 is fully engaged or half-clutch, a notification process is executed. Therefore, it is possible to prompt the driver to move the shift lever 13 to the neutral position. Thus, when the shift lever 13 is moved to the neutral position, the power generation control is executed, so that the battery 5 can be charged. Thus, according to this invention, the opportunity to generate electric power at the time of a stop can be increased. Further, it is not necessary to provide a generator such as an alternator in the engine 2 separately from the MG 3. Therefore, an increase in cost can be avoided.

Further, in the first embodiment, only the notification to the driver is kept, and the transmission 10 is not automatically set to the neutral state and the first clutch 20 is not switched to the released state. Therefore, it is possible to prevent the response of the vehicle 1A from being delayed with respect to the driver's operation when the driver subsequently depresses the accelerator pedal. Therefore, the driver does not feel uncomfortable.

In the first embodiment, power generation control can be executed even when the transmission 10 is in a state other than the neutral state, even when the first clutch 20 is in the released state. Therefore, in the notification process, a message “please step on the clutch pedal” may be issued instead of “move the shift lever to the neutral position”. Both of these messages may be issued. Therefore, the disengaged state of the first clutch 20 corresponds to the disengaged state of the clutch of the present invention.

In the first embodiment, the second clutch 21 is not limited to a friction clutch. The second clutch 21 may be any clutch that can interrupt power transmission between the output shaft 2a of the engine 2 and the rotor shaft 3a of the MG 3. Therefore, the second clutch 21 may be, for example, an electromagnetic clutch or a meshing clutch.

(Second form)
A power generation control apparatus according to the second embodiment of the present invention will be described with reference to FIG. This figure schematically shows a main part of a vehicle 1B in which a power generation control device according to the second embodiment of the present invention is incorporated. In this figure, parts common to those in FIG. As shown in this figure, in the vehicle 1B, the input shaft 11 of the transmission 10 and the rotor shaft 3a of the MG 3 are connected to rotate integrally.

A clutch 50 is provided between the output shaft 2a of the engine 2 and the rotor shaft 3a of the MG3. The clutch 50 is configured as a well-known friction clutch. Similar to the second clutch 21 described above, the clutch 50 can be switched between an engaged state in which the output shaft 2a and the rotor shaft 3a rotate integrally and a released state in which the output shaft 2a and the rotor shaft 3a are disconnected. Has been. Further, the clutch 50 is configured to be switchable to a half clutch. The clutch 50 is provided with an actuator 50 a for switching the state of the clutch 50. The clutch pedal CP is provided with a clutch pedal sensor 51 that outputs a signal corresponding to the depression amount of the clutch pedal CP. The clutch pedal sensor 51 is connected to the vehicle control device 30. The vehicle control device 30 basically controls the actuator 50 a based on the output signal of the clutch pedal sensor 51. The vehicle control device 30 controls the actuator 50a regardless of the output signal of the clutch pedal sensor 51 when necessary for driving the vehicle 1B. Thus, the clutch 50 is controlled by a so-called clutch-by-wire system. In this embodiment, the clutch 50 corresponds to the clutch of the present invention.

Also in this embodiment, the vehicle control device 30 executes power generation control. As is clear from FIG. 4, the transmission 10 needs to be in the neutral state when the power generation control is executed while the vehicle 1B is stopped. Therefore, the power generation control routine of FIG. 3 is also executed in this embodiment. However, in this embodiment, the rotor shaft 3a of the MG 3 and the input shaft 11 of the transmission 10 are connected. Therefore, in step S15, it is determined that the power generation is possible only when the transmission 10 is switched to the neutral state. In the notification process in step S16, the driver is notified to move the shift lever 13 to the neutral position.

In this embodiment, when the remaining amount of the battery 5 is equal to or lower than the determination value and the vehicle speed is equal to or lower than the determination speed, the notification process is executed when the transmission 10 is in a state other than the neutral state. Therefore, it is possible to prompt the driver to move the shift lever 13 to the neutral position. Therefore, it is possible to increase the opportunity to generate power when the vehicle is stopped.

The present invention can be implemented in various forms without being limited to the above-described forms. For example, the transmission of a vehicle to which the present invention is applied is not limited to a transmission having a maximum forward speed of 5 speeds. For example, the maximum forward speed may be a transmission with 4th speed or less or 6th speed or more.

Claims

A motor / generator functioning as an electric motor and a generator, and an internal combustion engine are mounted as driving sources for traveling,
An input shaft to which the power of the internal combustion engine and the power of the motor / generator are transmitted, an output shaft connected to drive wheels so as to be able to transmit power, and interposed between the input shaft and the output shaft, and A plurality of gear stages set with different gear ratios, the gear stage used for rotation transmission between the input shaft and the output shaft can be changed by operating a shift lever, and the input shaft A manual transmission switchable to a neutral state in which power transmission to and from the output shaft is interrupted;
A clutch provided in a power transmission path between the internal combustion engine and the input shaft of the manual transmission, and operated by a depression operation of a clutch pedal;
In a power generation control device applied to a hybrid vehicle including a battery electrically connected to the motor / generator,
The remaining amount of the battery is less than or equal to a predetermined determination value, the speed of the vehicle is less than or equal to a predetermined determination speed, and power can be transmitted between at least one of the internal combustion engine and the motor / generator and the drive wheels. Is connected to the internal combustion engine, the motor / generator, and the drive wheels, the driver is at least one of the shift lever and the clutch pedal so that power transmission is cut off. A power generation control device comprising notification means for prompting the operation of the power generation.
An output shaft of the internal combustion engine is connected to a rotation shaft of the motor / generator;
The rotating shaft of the motor / generator is connected to the input shaft of the manual transmission via the clutch,
The notifying means is configured such that the remaining amount of the battery is not more than a predetermined determination value, the speed of the vehicle is not more than a predetermined determination speed, and at least one of the internal combustion engine and the motor / generator and the driving wheel The manual transmission is switched to the neutral state when the shift lever is operated and the clutch is connected between the rotation shaft of the motor / generator and the input shaft of the manual transmission. 2. The power generation control device according to claim 1, wherein the driver is prompted to perform at least one of the operations of the clutch pedal that is switched to a shut-off state in which the power transmission is cut off.
The rotating shaft of the motor / generator is connected to the input shaft of the manual transmission,
An output shaft of the internal combustion engine is connected to a rotating shaft of the motor / generator via the clutch;
The notifying means is configured such that the remaining amount of the battery is not more than a predetermined determination value, the speed of the vehicle is not more than a predetermined determination speed, and at least one of the internal combustion engine and the motor / generator and the driving wheel The power generation control device according to claim 1, wherein the manual transmission urges the driver to operate the shift lever that switches to the neutral state when the power transmission is connected to transmit power.